TND2GEN

- Colin Chapman once said, "When your on a limited budget, as we are
at Lotus, power is designed into the chassis and not the powerplant"-

Tuned Track NA DA9 objective: Build a low budget track tuned "Type R" using a DA chassis My design concept derives from my passion for efficiency and function, which is something I always admired from Colin Chapman and also Soichiro Honda. Start with a light chassis while harnessing reliable consistent power from a small displacement engine. Pretty simple approach, which was made difficult as my objective was to be competitive with tuned Type R's on the circuit while keeping my cost below that of buying a Type R. Because of structural weakness common to the DA chassis, it is the one place of importance in overall vehicle improvement. The amount of high-tension steel used in the DA chassis is 25% less than in that of its predecessor, the DC, which also consists of 4-plate welds (not incorporated on the DA) resulting in a 125% stiffer chassis. The DC chassis also features increased stiffeners and spot welds, and an overall higher load capacity due in part to its superior monocoque design. My intentions in rebuilding the DA was to pin point the weaknesses of the DA chassis through track testing and trial and error, and increase the overall load capacity to better absorb power, and not distribute it. While this is a fairly simple task to achieve by simply bulking and reinforcing certain key panels, cross-member and stiffener, it becomes more challenging when weight and cost are considered. And so stiffening of the chassis was realized with a very simple cost affective approach (basically, I fabricated everything). The DA was not acknowledged into the success circle of the Japanese Motorsports industry, nor was it popular to the general public, and therefore didn't received the same aftermarket attention to performance upgrades as the EG or DC respectively. I had therefore resourced parts from many models and modified them for testing purposes. Finally I ended up fabricating most of the chassis stiffening members myself or modifying those from other chassis's, which was more rewarding and cost effective.

For Pictures, please view:
tnd2gen car pics
digitalhorizon-online.com

Update :

03/14/07:
A048 Advan tire Review:
No need for this, as I'm sure everyone knows how great these tires are by now already. Just wanted to give you tnd2gen's notes on the subject since I seem to have acquired the last set available of 225/50/15 in the US (I'm sure they will be bringing more in).

All I can compare these to are the Falken Azenis (which suck!), and the A032, which I replaced. There's no comparison actually, the A048 is completely different than the older A032 in every way...accept wear. I was even impressed with these in the rain, as we did a time attack at Cali Speedway in puddles 02/11/07.

www.redlinetimeattack.com/time_attack

As you can see from the results I was competitive in the wet conditions, but maybe that's mostly do to the fact that I started out Rallying in Canada and was more comfortable in these slippery conditions.

I gained 2 sec. And maybe even 4 sec. Per lap with these tires over the A032's. They are that much better. And as my friend Kei mentioned, "they are a real advantage", especially when running the Modified class in Redline Time Attack series.

I'm still running my 7.5JJ Enkei Racing wheels with the front A048 225/50/15 in the Front, and I could really use an 8JJ wheel. These A048's are a true 225 and stick out quit a bit more than my 225 A032's.

01/31/07:
Understeer correction:
-Full Race Chromoly Front Cross Member and dialed in +4.5° caster
-Rebuild front carbon diffuser to move the splitter out 1" and lowered it 1"
-Changed the rear springs from 16Kg to 18Kg
-Received and installed the Hasport rear DA aluminum engine mount.
-"Swiss Cheesed" the front chassis enderbrace to lighten up the front
-Loosened up the front sway bar to promote initial turn in.

Future mods:
After the time attack event at Buttonwillow, I realized I need more rear brakes and more rear sway bar. I think the car could benefit from that ASR hollow 1" bar, but I have to try and put my money into better coilovers before anything else. I've finally outgrown my use of single adjustable coilovers, and I'll be looking to get a good 2 way coilover such as the Tein circuits or the KW competition.
-Carbon rear diffuser
-Front canards
-No compliance bushings

SPECS (2003-2006) Chassis: DA9 (Canadian spec)
Weight: 1108kg (2280Lbs) (1/2 tank)
Mileage: 97,000 Klm (01/05)
Weight distribution: 61/39

NEW SPECS (Nov. 2006)
Weight: 992kg (2189Lbs) (1/2 tank)
Weight distribution: 62/38
Corner balance: 50.3%

FRONT

Coilovers: EK9 Zeal B6
Springs: Swift 14 kg/mm (178 mm)
Brakes: NA2 Calipers/Pancake Racing drilled 11.4"rotors
Booster/Cylinder: NA2
Lines: DC2 Project U
Pads: EK9 Endless CCM
Wheels: Enkei Racing (15x7Jx35)
Tires: Advan A048 (225/50/15)
Sway Bar: 25.4 mm

CURRENT SETTINGS
Camber: -3.5° Caster: +4.5° Toe: +1/8"

REAR

Rear Coilover: EK9 Zeal B6
Springs: Swift 18 kg/mm (152 mm)
Brake: DA6 XSi Calipers
Lines: EF8/9 APP
Pads: Endless CCX
Wheels: Weds TC-05 (15x6.5Jx45)
Tires: Advan A048 (205/50/15)
Sway Bar: 22 mm

CURRENT SETTINGS
Camber: -2.6° Toe: +1/16"- 0

Strut Tower Bar (1995):
This was the first thing I designed, and it didn't do anything. It just looked good and so I ended up swapping it with an aluminum Cusco tower bar from an EF8 (Con of Trial and error). If anyone is interested in this custom tower bar, I still have it somewhere in Canada (100$).

Rear Lower Arm Bar (1996):
This was designed to originally balance out the understeer on the B18A DA9, which at the time was mildly set-up with Koni Yellows.

The car was circuit driven with this mild setup for a couple years up until 1997, and many parts went through trial and error until lap times got to where I couldn't get them any faster without spending alot of money. As my car control improved, so did my interest in chassis modification.

After 3 years in Japan, and having discussed chassis preparation with some of Japan's most respected tuners (Kuma San-Spirits, Imagawa San-Mugen, Shiozawa San-Nissin now at Mazda Speed, Kohzu San-Feel's, Asai San-HSS Honda…to name a few), my determination to build a high spec DA took on new meaning, and so this project was put into effect in 2001.

Front Strut Tower Stabilizer (Firewall Y brace):
I bolted two steel bars from both the strut towers to the firewall (No pictures of the early design). This was very effective under braking so the design was revised and added to the new project car. I incorporated a brackets into the design so that I could test the DC5 HPI engine stiffener.

I might be making a jig for this, so if anyone is interested, Ill be making them per order. The price has not yet been determined, and the design will not include the engine stiffener.

Inner Fender Supports: I was originally going to strengthen this area by welding steel supports, as advised after discussing it with Kuma San of Techno Pro Spirit, but I lucked out, and scored some J-Speed EK9 bolt on parts which fit with a little modification. This area also supported the increased stopping power by distributing energy through the roll cage and towards the back. (Notice one bracket is missing. I had to make that piece which is very crucial to how these braces work. The fitment has to be 100%, or you'll get play on the fender side and eventually rip the support.)
Front Strong Bar: This was designed using the same chromoly as the roll cage, which is extremely rigid. This allows for removal of the front bumper support and strengthens the front end to enable heavier spring rates. It also complements the firewall tower bar to better support load throughout the engine bay.
Rear Chassis Bar: This one is interesting. I used a DA FET front tower bar and welded some new end links, which tied it up perfectly with the rear beam. This also allowed for the removal of the rear bumper support and allowed for a full size spare tire in the trunk (daily driver innovation from Pancake racing).
22mm Sway Bar & Hiem Connectors: The rear swaybar was originally tested with polyurethane bushing mounting ends. To tune understeer, hiem connectors where fitted to allow the bar to be installed under increased load.
For the suspension I originally had planned for a short stroke 6 stage damper which I picked up from an EK9. I found the short stroke fronts could not track over some heavy rumble strips even with the softer 12K springs and revised those to a mid travel Aragosta DC2 12 stage coilover. Unlike Japan, the circuits in America have rough asphalt and more uneven sections which explains why most tuners run a rear bias FF setup as opposed to the conventional front bias heavy spring setup more common in Japan and in Europe.

The Standard:
This car was a very high budget and extremely fast DC2,which was uncomparable to anything I had ever driven prior. It gave the impression of being more closely related to an N1 Class racing car (not that I would know what driving an N1 car feels like!), and what was overwhelming about it, was that even at 225ps, it felt almost underpowered because of the perfect balance. After that experience, I had decided to set the standard of my DA project based on this car; to try and match its balance....to this day, not even close (Aug, 2005) but still testing.